A multi-vehicle road section detection method, device, equipment and medium

Abstract

The application provides a multi-vehicle road section detection method, device, equipment and medium, the method comprises: multi-period monitoring of the target road section, obtaining the first lane and the second lane respectively in each cycle The vehicle data of the lane; for any lane, according to the vehicle data of the lane in each cycle and the lane distance, determine the number of delayed vehicles of the lane in each cycle. The number of delayed vehicles represents the number of vehicles that produce multiple waiting traffic signal behaviors in the lane; if the number of delayed vehicles of the first lane in a specified number of consecutive cycles is less than the first threshold value, and the number of delayed vehicles of the second lane in a specified number of consecutive cycles is not less than the second threshold value, output the prompt information of changing the first lane to the second lane. Through the above process, the turning direction of each lane in the road section can be reasonably set without expanding the road section.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of traffic management, and particularly relates to a multi-vehicle road section detection method, device, equipment and medium. BACKGROUND

[0002] With the continuous advancement of urbanization and the rapid increase of urban population density and vehicle ownership, traffic congestion often occurs, which seriously affects the construction of smart cities.

[0003] The problem of urban traffic congestion often occurs at intersections with multiple turning lanes. Whether the setting of lane turning marks in such multi-vehicle road sections is reasonable is an important factor affecting traffic congestion. In actual traffic congestion scenarios, there is often a serious imbalance in the number of vehicles waiting for traffic signals at intersections in different turning directions. For example, in a certain multi-vehicle road section, vehicles in the left-turn lane are smooth and unobstructed, while vehicles in the straight lane are slow. Vehicles entering the lane need to wait for multiple traffic signals before they can leave the lane.

[0004] This is due to the unreasonable setting of the turning direction of each lane in the road section, which in turn leads to the fact that some lanes in the turning direction cannot meet the actual driving demand. Therefore, how to reasonably set the turning direction of each lane in the road section without expanding the road section is a problem that needs to be solved at present. SUMMARY

[0005] The embodiments of the present application provide a multi-vehicle road section detection method, device, equipment and medium. The turning direction of each lane in the road section is reasonably set without expanding the road section.

[0006] To achieve the above-mentioned purpose, the technical scheme of the embodiments of the present application is as follows:

[0007] In a first aspect, the embodiments of the present application provide a multi-vehicle road section detection method, which comprises:

[0008] In response to the detection instruction, the target road section is monitored for multiple cycles to obtain the passing vehicle data of the first lane and the second lane in each cycle; wherein the lane directions of the first lane and the second lane are different;

[0009] For any lane, the number of delayed passing vehicles in each cycle is determined according to the passing vehicle data of the lane in each cycle and the lane distance; wherein any lane is the first lane or the second lane; the lane distance is the shortest distance from the lane to the exit lane corresponding to the lane; the number of delayed passing vehicles represents the number of vehicles that produce multiple waiting traffic signal behaviors in the lane;

[0010] If the number of delayed vehicles in the first lane in a specified number of consecutive periods is less than a first threshold value, and the number of delayed vehicles in the second lane in the specified number of consecutive periods is not less than a second threshold value, a prompt information indicating to rebuild the first lane into the second lane is output; wherein the second threshold value is greater than the first threshold value.

[0011] In some possible embodiments, the overpassing vehicle data of any lane in any period includes a driving time length of a plurality of target vehicles; any target vehicle is a vehicle that drives off the lane in the period, and the driving time length of any target vehicle represents an actual time consumption of the target vehicle from driving into the lane to reaching an exit lane corresponding to the lane.

[0012] The number of delayed vehicles in any lane in any period is determined in the following manner:

[0013] According to the average speed of the vehicles driving on the lane in the period and the lane distance, a non-hindered time length of the lane in the period is determined; wherein, if the driving time length of a target vehicle is less than the non-hindered time length, it is represented that the target vehicle does not generate the behavior of waiting for a traffic signal light during driving in the lane;

[0014] The number of delayed vehicles in the lane in the period is determined based on the driving time length of each target vehicle and the non-hindered time length.

[0015] In some possible embodiments, the number of delayed vehicles in the lane in the period is determined based on the driving time length of each target vehicle and the non-hindered time length, including:

[0016] According to the non-hindered time length and the period length of the period, a time threshold value is determined;

[0017] According to the number of target vehicles whose driving time length is greater than the time threshold value, the number of delayed vehicles in the lane in the period is determined

[0018] In some possible embodiments, the non-hindered time length is determined by the following formula:

[0019]

[0020] wherein, t stop is the non-hindered time length; L is the lane distance; v1 is the average speed; represents the braking acceleration of the vehicle, v2 represents the speed of the vehicle in the stationary state, and t0 represents the time error of the vehicle in the stationary state; , v2 and t0 are all preset values.

[0021] In some possible embodiments, before the outputting the prompt information indicating to reconstruct the first lane into the second lane, the method further includes:

[0022] determining that the lane saturation of the first lane in each period in which the number of delayed vehicles is less than the first threshold value is not greater than a third threshold value, and the lane saturation of the second lane in each period in which the number of delayed vehicles is not less than a second threshold value is not less than a fourth threshold value; the fourth threshold value is greater than the third threshold value;

[0023] wherein the lane saturation of any lane in any period is determined according to a ratio of an actual number of vehicles passing through the lane in the period to a preset number of vehicles passing through the lane; the preset number of vehicles passing through the lane is determined according to actual numbers of vehicles passing through the lane in multiple periods.

[0024] In some possible embodiments, before the outputting the prompt information indicating to reconstruct the first lane into the second lane, the method further includes:

[0025] determining that the target road section includes a plurality of first lanes;

[0026] The method further includes, if the target road section includes one first lane, outputting prompt information indicating that the second lane cannot meet the driving demand.

[0027] In some possible embodiments, before the outputting the prompt information indicating to reconstruct a preset number of first lanes into second lanes, the method further includes:

[0028] determining that the number of exit lanes corresponding to the second lane is not less than the number of second lanes plus one;

[0029] The method further includes, if the target road section includes one first lane, outputting prompt information indicating that the second lane cannot meet the driving demand.

[0030] In some possible embodiments, each period of monitoring the first lane is a signal change period of a traffic signal lamp at an exit lane corresponding to the first lane; and / or, each period of monitoring the second lane is a signal change period of a traffic signal lamp at an exit lane corresponding to the second lane.

[0031] In a second aspect, the embodiments of the present application further provide a multi-lane road section detection device, which comprises:

[0032] a data acquisition unit configured to perform: in response to a detection instruction, performing multi-period monitoring on a target road section to obtain vehicle passing data of a first lane and a second lane in each period; wherein the first lane and the second lane have different lane directions;

[0033] The vehicle passing number unit is configured to perform: determining, for any lane, a delay vehicle passing number of the lane in each cycle according to vehicle passing data of the lane in each cycle and a lane distance; wherein any lane is a first lane or a second lane; the lane distance is a shortest distance from the lane to an exit lane corresponding to the lane; and the delay vehicle passing number represents a number of vehicles that generate multiple waiting traffic signal behaviors in the lane.

[0034] The lane detection unit is configured to perform: if the delay vehicle passing number of the first lane in a specified number of continuous cycles is all less than a first threshold value, and the delay vehicle passing number of the second lane in the specified number of continuous cycles is all not less than a second threshold value, outputting prompt information representing to rebuild the first lane as the second lane; wherein the second threshold value is greater than the first threshold value.

[0035] In a third aspect, an embodiment of the present application further provides an electronic device, comprising a data transmission unit and a processor:

[0036] The data transmission unit is configured to receive a detection instruction.

[0037] The processor is configured to: in response to the detection instruction, perform multi-cycle monitoring on a target road section to obtain vehicle passing data of a first lane and a second lane in each cycle; wherein the first lane and the second lane have different lane directions.

[0038] For any lane, a delay vehicle passing number of the lane in each cycle is determined according to vehicle passing data of the lane in each cycle and a lane distance; wherein any lane is a first lane or a second lane; the lane distance is a shortest distance from the lane to an exit lane corresponding to the lane; and the delay vehicle passing number represents a number of vehicles that generate multiple waiting traffic signal behaviors in the lane.

[0039] If the delay vehicle passing number of the first lane in a specified number of continuous cycles is all less than a first threshold value, and the delay vehicle passing number of the second lane in the specified number of continuous cycles is all not less than a second threshold value, outputting prompt information representing to rebuild the first lane as the second lane; wherein the second threshold value is greater than the first threshold value.

[0040] In a fourth aspect, an embodiment of the present application further provides a computer readable storage medium, wherein a computer program is stored in the computer readable storage medium, and the computer program is executed by a processor to implement any method of the first aspect.

[0041] In a fifth aspect, an embodiment of the present application provides a computer program product, which comprises computer instructions stored in a computer readable storage medium; when a processor of a computer device reads the computer instructions from the computer readable storage medium, the processor executes the computer instructions, so that the computer device executes the method of any one of the first aspect.

[0042] In the embodiment of the present application, the first lane and the second lane are monitored for multiple periods to obtain the vehicle passing data of each lane in each period; for any lane, the number of delayed vehicles in each period is determined according to the vehicle passing data of the lane in each period and the lane distance. The number of delayed vehicles represents the number of vehicles that wait for the traffic signal multiple times in the lane; if the number of delayed vehicles of the first lane in a specified number of continuous periods is less than the first threshold, and the number of delayed vehicles of the second lane in the specified number of continuous periods is not less than the second threshold, the prompt information indicating to rebuild the first lane into the second lane is output; the first lane and the second lane belong to the target road section and have different lane directions.

[0043] In the above process, the number of delayed vehicles of each lane in continuous periods is compared with the threshold to determine whether each lane can meet the driving demand of the corresponding lane direction. When the first lane meets the driving demand and the second lane cannot meet the driving demand, the first lane is suggested to be rebuilt into the second lane to alleviate the problem that the second lane cannot meet the driving demand.

[0044] Other features and advantages of the present application will be set forth in the following description, and in part will become apparent to those skilled in the art from the description, or can be learned by practice of the application. The objects and other advantages of the application will be realized and attained by the structure particularly pointed out in the written description and claims hereof as well as the appended drawings. BRIEF DESCRIPTION OF DRAWINGS

[0045] Figure 1 A schematic diagram of unreasonable lane turning direction setting provided for the embodiment of the present application;

[0046] Figure 2 A whole flowchart of a multi-lane road section detection method provided for the embodiment of the present application;

[0047] Figure 3 A schematic diagram of a lane and a corresponding exit lane provided for the embodiment of the present application;

[0048] Figure 4 A driving time length and lane distance schematic diagram provided for the embodiment of the present application;

[0049] Figure 5 A first lane vehicle passing data schematic diagram provided for the embodiment of the present application;

[0050] Figure 6 An acquisition flow diagram of the number of delayed vehicles provided for the embodiment of the present application is shown in FIG. 1 1 ;

[0051] Figure 7 A vehicle driving simulation diagram provided for the embodiment of the present application is shown in FIG. 12;

[0052] Figure 8 A delay vehicle determination diagram provided for the embodiment of the present application is shown in FIG. 13;

[0053] Figure 9 A prompt information diagram provided for the embodiment of the present application is shown in FIG. 14;

[0054] Figure 10 A lane saturation diagram provided for the embodiment of the present application is shown in FIG. 15;

[0055] Figure 11 Another prompt information diagram provided for the embodiment of the present application is shown in FIG. 16;

[0056] Figure 12 A multi-vehicle road section detection flow diagram provided for the embodiment of the present application is shown in FIG. 17;

[0057] Figure 13 A structure diagram of a multi-vehicle road section detection device provided for the embodiment of the present application is shown in FIG. 18;

[0058] Figure 14 A structure diagram of an electronic device provided for the embodiment of the present application is shown in FIG. 19. DETAILED DESCRIPTION

[0059] In order to make the objectives, technical solutions and advantages of the present application clearer, the technical solutions in the embodiments of the present application will be described clearly and completely below with reference to the drawings in the embodiments of the present application. Obviously, the described embodiments are only some of the embodiments of the present application, but not all the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative work fall within the scope of protection of the present application. The embodiments in the present application and the features in the embodiments can be combined with each other arbitrarily without conflict. Moreover, although a logical order is shown in the flowchart, in some cases, the steps shown or described can be executed in an order different from that here.

[0060] The terms "first" and "second" in the specification and claims of this application and the above drawings are used to distinguish different objects, rather than to describe a specific order. In addition, the term "comprising" and any variations thereof are intended to cover non-exclusive protection. For example, a process, method, system, product or device including a series of steps or units is not limited to the listed steps or units, but can optionally include steps or units not listed, or can optionally include other steps or units inherent to the process, method, product or device. "Multiple" in this application can mean at least two, for example, can be two, three or more, and the embodiments of this application are not limited.

[0061] Before introducing the multi-vehicle road section detection method provided by the embodiments of the present application, in order to facilitate understanding, first, the technical background of the embodiments of the present application is introduced in detail.

[0062] It has been mentioned that in actual traffic congestion scenarios, the number of vehicles in different turning directions queuing for traffic signals at intersections is often seriously unequal. For example Figure 1 As shown in the figure, a road section has both straight lanes and left-turn lanes. Vehicles newly entering the straight lanes need to wait for an average of 2-3 signal periods to drive off the lane, while vehicles newly entering the left-turn lanes do not need to queue for the signal. This illustrates that the straight lanes of the road section are insufficient in driving resources, while the left-turn lanes are redundant in driving resources.

[0063] The above situation is caused by unreasonable setting of the turning directions of the lanes in the road section, which in turn leads to the fact that some lanes of the turning directions cannot meet the actual driving demand. Therefore, how to reasonably set the turning directions of the lanes in the road section without expanding the road section is a problem to be solved at present.

[0064] To solve the above problem, the inventive concept of the present application is: through multi-period monitoring of a target road section, obtaining the passing vehicle data of a first lane and a second lane in each period; for any lane, determining the number of delayed passing vehicles of the lane in each period according to the passing vehicle data of the lane in each period and the lane distance. The number of delayed passing vehicles represents the number of vehicles that generate multiple waiting behaviors for traffic signals in the lane; if the number of delayed passing vehicles of the first lane in a specified number of consecutive periods is less than a first threshold, and the number of delayed passing vehicles of the second lane in the specified number of consecutive periods is not less than a second threshold, outputting prompt information for rebuilding the first lane into the second lane; the first lane and the second lane belong to the target road section and have different lane directions.

[0065] In the above process, whether each lane can meet the driving demand of the corresponding lane turning direction is determined by comparing the number of delayed vehicles in the continuous period of each lane with a threshold. When the first lane meets the driving demand and whether the second lane can meet the driving demand, the first lane is recommended to be rebuilt as the second lane to alleviate the problem that the second lane cannot meet the driving demand.

[0066] In the above process, the number of delayed vehicles in the continuous period of the first lane and the second lane is compared with a threshold, so that whether the second lane of the target road section can meet the driving demand is determined on the premise that the first lane itself can meet the driving demand.

[0067] Figure 2 The overall process of a multi-lane road section detection method provided by the present application is shown, and specifically as shown in Figure 2 The method comprises the following steps:

[0068] Step 201: In response to a detection instruction, a target road section is monitored for multiple periods to obtain the vehicle passing data of the first lane and the second lane in each period; wherein the lane directions of the first lane and the second lane are different;

[0069] The target road section in the foregoing step 201 is a road section with at least two turning direction lanes, for example, a road section with straight and left turning lanes, or a road section with straight, left and right turning lanes. In the present application, any lane in the target road section is taken as the first lane, and another lane with a different turning direction is taken as the second lane.

[0070] When step 201 is executed, the number of monitoring periods can be set in advance, and the length of each monitoring period is determined according to the traffic signal at the exit lane corresponding to the lane to be monitored (i.e. the first lane and the second lane).

[0071] Specifically, the period for monitoring the first lane is the signal change period of the traffic signal at the exit lane corresponding to the first lane; and the period for monitoring the second lane is the signal change period of the traffic signal at the exit lane corresponding to the second lane. For example Figure 3 As shown in the figure, the target road section includes two straight lanes and one left turning lane. In the implementation, the left turning lane can be taken as the first lane, and any straight lane can be taken as the second lane. In addition, any straight lane can be taken as the first lane, and the left turning lane can be taken as the second lane. Here, it is only necessary to ensure that any two lanes with different turning directions in the target road section are taken as the first lane and the second lane.

[0072] As shown in Figure 3As shown, the exit lane 1 corresponding to the first lane is located in the adjacent road segment to the left of the target road segment, and the exit lane 2 corresponding to the second lane is located in the adjacent road segment above the target road segment. Assuming the number of monitoring cycles is N, when performing step 201, vehicles entering exit lane 1 from the first lane within N consecutive left-turn green light cycles are monitored to obtain the vehicle passage data for the first lane in each left-turn green light cycle. Similarly, vehicles entering exit lane 2 from the second lane within N consecutive straight-ahead green light cycles are monitored to obtain the vehicle passage data for the second lane in each straight-ahead green light cycle. It should be understood that a green light cycle is the duration of a single green light signal for the lane's turning direction.

[0073] Step 202: For any lane, determine the number of delayed vehicles in each cycle based on the vehicle passage data and lane distance of the lane in each cycle; wherein, any lane is the first lane or the second lane; the lane distance is the shortest distance from the lane to the corresponding exit lane; the number of delayed vehicles represents the number of vehicles that have performed multiple waiting behaviors at traffic lights in the lane.

[0074] In this embodiment, the vehicle passage data for any lane in any period includes the travel time of multiple target vehicles; any target vehicle is a vehicle that leaves the lane during that period. The travel time of any target vehicle represents the actual time taken for the target vehicle from entering the lane until it reaches the corresponding exit lane.

[0075] First, let's explain the lane distances and driving times mentioned above, specifically as follows: Figure 4 As shown, the actual time it takes for a vehicle to travel from the edge of any lane to its corresponding exit lane (i.e., from entering the lane to arriving at the corresponding exit lane) is the vehicle's travel time. The shortest distance from the lane to the corresponding exit lane is the lane distance.

[0076] Next, as mentioned above Figure 3 Taking the first lane as an example, this section explains how to determine the vehicle passage data for the first lane in each cycle. (The aforementioned...) Figure 3 As mentioned earlier, the vehicle data for the first lane (i.e., the left-turn lane) in each cycle is obtained by monitoring vehicles entering the corresponding exit lane from the first lane during each left-turn green light cycle. The target vehicles mentioned above are those that enter the corresponding exit lane from the first lane in each cycle.

[0077] Assuming three monitoring cycles were conducted, in the first cycle, seven vehicles entered the corresponding exit lane from the first intersection; in the second cycle, nine vehicles entered the corresponding exit lane from the first intersection; and in the third cycle, ten vehicles entered the corresponding exit lane from the first intersection. The vehicle traffic data for the first lane in each cycle can be as follows:Figure 5 As shown, specifically includes each cycle, the actual time spent by the corresponding target vehicle from entering the first lane until reaching the corresponding exit lane (i.e. the driving time).

[0078] In the process of obtaining the number of delayed vehicles passing through the lane in each cycle through the foregoing step 202, specifically as follows Figure 6 As shown, the following steps are included:

[0079] Step 601: According to the average speed of the vehicle driving on the lane in any cycle and the lane distance, determine the unobstructed time of the lane in the cycle;

[0080] In implementation, the unobstructed time of the lane in any cycle can be determined by the following formula (1):

[0081] (1)

[0082] Where t stop is the unobstructed time; L is the lane distance; v1 is the average speed; characterizes the braking acceleration of the vehicle, v2 characterizes the vehicle speed in the stationary state, and t0 characterizes the time error of the vehicle in the stationary state; , v2 and t0 are all preset values.

[0083] The above average speed can be determined according to the average speed of all vehicles driving on the lane in the cycle, or a fixed value can be set according to the actual traffic congestion state, which is not limited by the present application.

[0084] The derivation process of the above formula (1) is explained as follows:

[0085] First, explain the parameters used to derive the above formula (1). In addition to the t stop , L, v1, a, v2 and t0 shown in the above formula (1), the parameter v 3， v3 represents the speed of the vehicle just entering the lane. The present application sets the speed of the vehicle just entering the lane v3 to 30Km / h based on the actual road conditions.

[0086] The above formula (1) simulates the process of the vehicle from entering the lane to reaching the corresponding exit lane of the lane. Through the above parameters, the entire time spent by the vehicle from accelerating from the speed v3 when entering the lane to the average speed v1 of the vehicle driving in the lane, then reducing from v1 to the speed v2 when the vehicle is stationary, and finally accelerating from the speed v2 to v3 can be derived, that is, t stop .

[0087] Specifically as Figure 7As shown, the vehicle speed when the vehicle just enters the lane is v3, and then the vehicle will accelerate to the average driving speed v1 in the lane by using the acceleration a. After the vehicle drives in the lane for a certain period of time by using the speed v1, the vehicle will wait for the traffic signal before reaching the exit lane. During this process, the vehicle speed will decrease from v1 to v2, which represents the vehicle speed when the vehicle is stationary. It should be noted that the vehicle speed v2 is not zero in the embodiments of the present application, because in actual applications, the vehicle may start early in the last few seconds of waiting for the traffic signal, or the vehicle is always in a low-speed driving state during the waiting for the traffic signal, so v2 can be set to 5 km / h.

[0088] The time length of the vehicle waiting for the traffic signal is the time error of the vehicle in the stationary state . After the vehicle finishes waiting for the traffic signal, the vehicle starts to accelerate from the speed v2 to the speed v3 when reaching the next intersection (i.e., the exit lane of the lane). Thus, by combining the above parameters, the formula (2) representing the time t stop required for the vehicle to enter the lane, wait for a traffic signal, and then reach the exit lane of the lane can be obtained.

[0089] (2)

[0090] By simplifying the above formula (2), the above formula (1) can be obtained. stop In the embodiments of the present application, the time length without obstacles is defined as the time boundary value of the lane from entering the lane to reaching the exit lane without waiting for the traffic signal.

[0091] That is, if the driving time of any target vehicle is less than the time length without obstacles, it indicates that the target vehicle does not need to wait for a traffic signal during the process of entering the lane and reaching the corresponding exit lane. On the contrary, if the driving time of any target vehicle is not less than the time length without obstacles, it indicates that the target vehicle needs to wait for at least one traffic signal during the process of entering the lane and reaching the corresponding exit lane.

[0092] Step 602: Determine the number of delayed vehicles in each cycle of the lane based on the driving time of each target vehicle and the time length without obstacles.

[0093] As described in the foregoing Figure 1 , part of the multi-lane road section may have insufficient driving resources for some turning directions, and some turning directions may have redundant driving resources. As described in the foregoing introduction part of the inventive concept of the present application, the purpose of the present application is to alleviate the problem that the second lane cannot meet the driving demand by suggesting to rebuild the first lane into the second lane, under the premise that the first lane can meet the driving demand of its own turning direction, and the second lane cannot meet the driving demand of its own turning direction.

[0094] In some possible embodiments, the present application defines the behavior of needing to wait for at least two traffic lights as the lane being unable to meet the driving needs of its own turning direction, and the behavior of not needing to wait for traffic lights as the lane being able to meet the driving needs of its own turning direction.

[0095] Therefore, when performing the aforementioned step 602, it is necessary to determine the time thresholds corresponding to the first lane and the second lane in each cycle, and then further determine the number of delayed vehicles passing through the first lane and the second lane in each cycle based on the time thresholds.

[0096] The following sections explain how to calculate the number of vehicles passing through the first and second lanes in each cycle:

[0097] Assuming that the average speed in the above formula (1) is a fixed value set based on the actual business scenario, the barrier-free time for any lane is the same in each cycle. As mentioned above, the embodiments of this application determine that driving in a lane without waiting for traffic lights can meet the driving needs of its own turning direction.

[0098] Therefore, when calculating the number of delayed vehicles in the first lane in each cycle, the unobstructed passage time of the first lane is determined in advance using the above formula (1), and then the unobstructed passage time is used as the time threshold for judging whether each target vehicle in the first lane has a delayed passage. Finally, for the target vehicles in the first lane in any cycle, the number of target vehicles whose travel time in that cycle is greater than the time threshold is used as the number of delayed vehicles in the first lane in that cycle.

[0099] As mentioned above Figure 5 Taking the vehicle passage data of the first lane in the first cycle as an example, the details are as follows: Figure 8 As shown, assuming the unobstructed period is 50 seconds, since the travel time of target vehicles 2, 4, and 5 in the first cycle is all greater than 50 seconds, the number of delayed vehicles passing through the first lane in the first cycle is 3. Here, the number of delayed vehicles passing through the first lane in each cycle represents the number of target vehicles waiting at the traffic light in the first lane in each cycle.

[0100] When calculating the number of delayed vehicles in the second lane in each cycle, the barrier-free passage time of the second lane is determined in advance by the above formula (1). Then, the time threshold for judging whether each target vehicle in the second lane has a delayed passage is determined based on the cycle length of the corresponding cycle of the second lane (i.e., one green light cycle of the traffic light in the direction of turning of the second lane) and the barrier-free passage time.

[0101] It is mentioned above that the behavior of needing to wait for traffic signals for at least 2 times is determined as that the lane cannot meet the driving demand of the turning direction of the lane. The no-obstacle driving duration represents the time boundary value during which the vehicle does not need to wait for traffic signals from entering the lane to reaching the corresponding exit lane.

[0102] Suppose that the green light duration of the traffic signal of the second lane turning direction is 30s (i.e. the duration of one monitoring period of the second lane is 30s), and the no-obstacle driving duration of the second lane is 40s;

[0103] Then, the time threshold corresponding to the second lane is 30x2+40=100s. It should be noted that the number of times of waiting for traffic signals to determine that the lane cannot meet the driving demand can be determined according to actual business requirements, which is not limited in the present application. For example, if the behavior of needing to wait for traffic signals for 3 times is determined as that the lane driving resource is insufficient, the time threshold corresponding to the second lane is updated to 30x3+40=130s.

[0104] Next, for the target vehicle of the second lane in any period, the number of target vehicles whose driving duration in the period is greater than the time threshold is taken as the number of delayed vehicles of the second lane in the period. Here, the number of delayed vehicles of the second lane in each period represents the number of target vehicles of the second lane that wait for traffic signals for at least 2 times in each period.

[0105] In addition, the behavior of waiting for traffic signals less than 2 times during driving in the adjacent lane can also be determined as that the lane can meet the driving demand of the turning direction of the lane, and the behavior of needing to wait for traffic signals for at least 2 times is determined as that the lane cannot meet the driving demand of the turning direction of the lane. At this time, the time threshold of the first lane and the second lane is the sum of the no-obstacle duration corresponding to the lane and the duration of two monitoring periods corresponding to the lane, i.e. the number of delayed vehicles at this time for any of the first lane and the second lane represents the number of vehicles that need to wait for traffic signals for at least 2 times during driving from the lane to another lane in one monitoring period corresponding to the lane.

[0106] Step 203: If the number of delayed vehicles of the first lane in a specified number of consecutive periods is all less than the first threshold, and the number of delayed vehicles of the second lane in the specified number of consecutive periods is all not less than the second threshold, output prompt information representing that the first lane is to be rebuilt as the second lane; wherein the second threshold is greater than the first threshold.

[0107] The first threshold value of the embodiment of the present application is set to 1, the second threshold value is set to 2, and the specified number of consecutive periods is 3 consecutive periods. When step 203 is performed, if the first lane has 3 consecutive periods of delay passing vehicle quantity < 1 in N monitoring periods, it means that each target vehicle from the first lane into the corresponding exit lane in the consecutive periods does not need to wait for the traffic signal light and can pass freely.

[0108] Correspondingly, if the second lane has 3 consecutive periods of delay passing vehicle quantity ≥ 2 in N monitoring periods, it means that at least two vehicles in the target vehicle from the second lane into the corresponding exit lane in each period need to wait for at least two red lights to enter the exit lane.

[0109] When the delay passing vehicle quantity of the first lane and the second lane in the consecutive periods meets the threshold value determination described above, it means that the first lane has redundant driving resources, and the second lane has insufficient driving resources. At this time, as shown in Figure 9 , the prompt information representing the reconstruction of the first lane into the second lane is output. Specifically, it can be explained that the number of times of waiting for the traffic signal light by the vehicle driving in the second lane is large, which is not conducive to vehicle travel. One first lane can be reconstructed into a second lane to make the second lane meet the driving demand of the turning direction as much as possible without expanding the road section.

[0110] In some possible embodiments, before outputting the prompt information representing the reconstruction of the first lane into the second lane, the embodiment of the present application also needs to determine that the lane saturation of the first lane in each period with delay passing vehicle quantity less than the first threshold value is all not greater than a third threshold value (≤ 0.3), and the lane saturation of the second lane in each period with delay passing vehicle quantity not less than the second threshold value is all not less than a fourth threshold value (≥ 0.7).

[0111] Wherein, the lane saturation of any lane in any period is determined according to the ratio of the actual passing vehicle quantity of the lane in the period to the preset passing vehicle quantity corresponding to the lane; the preset passing vehicle quantity is determined according to the actual passing vehicle quantity of the lane in multiple periods.

[0112] Next, taking the first lane passing vehicle data shown in the foregoing Figure 5 as an example, the calculation process of the lane saturation is described, as shown in Figure 10 . The preset passing vehicle quantity corresponding to the above-mentioned lane represents the maximum number of vehicles that can theoretically pass in one green light period in the corresponding turning direction, i.e. the traffic capacity of the lane. This is a preset value set by referring to the lane speed limit of the lane and the lane distance from the lane to the corresponding exit lane. Through the foregoing Figure 5It can be known that the target vehicle quantity of the first lane in the first period is 6. Assuming that the preset passing vehicle quantity corresponding to the first lane is 30, the lane saturation of the first lane in the first period is the target vehicle quantity in the period / the preset passing vehicle quantity, i.e. 6 / 30=0.2.

[0113] In some possible embodiments, before outputting the prompt information representing the reconstruction of the first lane into the second lane, it is further required to determine that the target road section contains a plurality of first lanes. That is, if there is only one first lane in the target road section, if the only first lane is changed into the first lane, the target road section no longer has the vehicle passing capacity supporting the vehicle turning in the corresponding turning direction, which is obviously unreasonable. At this time, the prompt information representing that the second lane cannot meet the driving demand can be outputted, and the suggestions shown in the above Figure 11 may be given, and the target road section can be specifically suggested to be expanded or the signal period of the traffic signal lamp at the intersection can be adjusted.

[0114] In addition, before outputting the prompt information representing the reconstruction of the first lane into the second lane, it is further required to determine that the number of exit lanes corresponding to the second lane is not less than the second lane quantity plus one. The reason here is that if the number of the second lane after the reconstruction exceeds the number of the exit lanes originally configured for it, vehicle congestion can be caused on the road section where the exit lane is located, so if the lane quantity of the current second lane plus one is greater than the number of the exit lanes corresponding to the current second lane, it is not suggested to change one first lane into the second lane, at this time, the prompt information shown in the above Figure 11 may be outputted to inform the relevant personnel.

[0115] To facilitate the understanding of the multi-road section detection method provided in the embodiments of the present application, the detection process of the multi-lane road section is explained below, which specifically includes the following steps: Figure 12

[0116] Step 121: acquiring the passing vehicle data of the first lane and the second lane in each period in N monitoring periods;

[0117] Step 122: for each lane, determining the lane saturation and the delayed passing vehicle quantity of the lane in each period according to the passing vehicle data of the lane in each period;

[0118] Step 123: detecting whether the lane saturation of the first lane in the continuous three periods is all less than or equal to 0.3 and the delayed passing vehicle quantity is less than 1, and detecting whether the lane saturation of the second lane in the continuous three periods is all greater than or equal to 0.7 and the delayed passing vehicle quantity is greater than or equal to 2;

[0119] Step 124: if yes, it is determined that the driving resource of the second lane is insufficient and the driving resource of the first lane is redundant; otherwise, the detection process of the target road section is ended. ​

[0120] Step 125: detecting whether the target road section contains multiple first lanes, and detecting whether the current second lane number M1 plus one is not greater than the exit lane number M2 corresponding to the second lane;

[0121] Step 126: if the target road section contains multiple first lanes, and M1+1≤M2; outputting prompt information of reconstructing the first lane into a second lane;

[0122] Step 127: if the target road section contains only one first lane, or M1+1>M2; outputting prompt information that the second lane cannot meet the driving demand.

[0123] Thus, whether each lane can meet the driving demand of the corresponding lane turning direction can be determined by threshold comparison of the number of delayed vehicles in each lane in consecutive periods. And the problem that the second lane cannot meet the driving demand is alleviated by suggesting to reconstruct the first lane into a second lane.

[0124] Based on the same inventive concept, the embodiments of the present application also provide a multi-lane road section detection device, specifically as shown in Figure 13 The device specifically includes:

[0125] A data acquisition unit 131 configured to perform: in response to a detection instruction, performing multi-period monitoring on a target road section to obtain overpass data of a first lane and a second lane in each period; wherein the lane directions of the first lane and the second lane are different;

[0126] A vehicle number unit 132 configured to perform: for any lane, determining the number of delayed vehicles in each period of the lane according to the overpass data of the lane in each period and the lane distance; wherein any lane is the first lane or the second lane; the lane distance is the shortest distance from the lane to the exit lane corresponding to the lane; and the number of delayed vehicles represents the number of vehicles that generate multiple waiting traffic signal behaviors in the lane;

[0127] A lane detection unit 133 configured to perform: if the number of delayed vehicles of the first lane in a specified number of consecutive periods is less than a first threshold value, and the number of delayed vehicles of the second lane in the specified number of consecutive periods is not less than a second threshold value, outputting prompt information representing the first lane is reconstructed into a second lane; wherein the second threshold value is greater than the first threshold value.

[0128] In some possible embodiments, the passing vehicle data of any lane in any period includes a plurality of target vehicle driving time lengths; any target vehicle is a vehicle that drives off the lane in the period, and the driving time length of any target vehicle represents an actual time consumption of the target vehicle from driving into the lane to reaching an exit lane corresponding to the lane; the passing vehicle number unit 132 is configured to determine the delayed passing vehicle number of any lane in any period by the following manner:

[0129] determining, according to the average vehicle speed of the vehicles driving on the lane in the period and the lane distance, an unimpeded time length of the lane in the period; wherein if the driving time length of the target vehicle is less than the unimpeded time length, it represents that the target vehicle does not generate the behavior of waiting for a traffic signal light during driving on the lane;

[0130] determining, based on the driving time length of each target vehicle and the unimpeded time length, the delayed passing vehicle number of the lane in the period.

[0131] In some possible embodiments, the determining, based on the driving time length of each target vehicle and the unimpeded time length, the delayed passing vehicle number of the lane in the period is performed, and the passing vehicle number unit 132 is configured to:

[0132] determining a time threshold according to the unimpeded time length and a period length of the period;

[0133] determining the delayed passing vehicle number of the lane in the period according to the number of target vehicles whose driving time lengths are greater than the time threshold

[0134] In some possible embodiments, the passing vehicle number unit 132 is configured to determine the unimpeded time length by the following formula:

[0135]

[0136] wherein, is the unimpeded time length; L is the lane distance; is the average vehicle speed; represents a braking acceleration of a vehicle, represents a vehicle speed when a vehicle is in a stationary state, represents a time error when a vehicle is in a stationary state; , and are preset values.

[0137] In some possible embodiments, before the outputting the prompt information representing that the first lane is to be rebuilt as a second lane is performed, the lane detection unit 133 is further configured to:

[0138] determining that the first lane has a lane saturation that is not greater than a third threshold in each period in which the number of delayed vehicles is less than a first threshold, and that the second lane has a lane saturation that is not less than a fourth threshold in each period in which the number of delayed vehicles is not less than a second threshold; the fourth threshold is greater than the third threshold;

[0139] wherein the lane saturation of any lane in any period is determined according to a ratio of an actual number of vehicles passing through the lane in the period and a preset number of vehicles passing through the lane; the preset number of vehicles passing through the lane is determined according to actual numbers of vehicles passing through the lane in multiple periods.

[0140] In some possible embodiments, before the outputting of the prompt information indicating that the first lane is to be reconstructed as a second lane, the lane detection unit 133 is further configured to:

[0141] determining that the target road section includes a plurality of first lanes;

[0142] The lane detection unit 133 is further configured to, if the target road section includes one first lane, output prompt information indicating that the second lane cannot meet the driving demand.

[0143] In some possible embodiments, before the outputting of the prompt information indicating that a preset number of first lanes are to be reconstructed as second lanes, the lane detection unit 133 is further configured to:

[0144] determining that the number of exit lanes corresponding to the second lane is not less than the number of second lanes plus one;

[0145] The lane detection unit 133 is further configured to, if the target road section includes one first lane, output prompt information indicating that the second lane cannot meet the driving demand.

[0146] In some possible embodiments, each period of monitoring the first lane is a signal change period of a traffic signal at an exit lane corresponding to the first lane; and / or, each period of monitoring the second lane is a signal change period of a traffic signal at an exit lane corresponding to the second lane.

[0147] Based on the same inventive concept, the embodiments of the present application also provide an electronic device, specifically as shown in Figure 14 The electronic device includes a data transmission unit 141 and a processor 142.

[0148] The data transmission unit 141 is configured to receive a detection instruction.

[0149] The processor 142 is configured to, in response to the detection indication, perform multi-period monitoring on the target road section to obtain over-vehicle data of the first lane and the second lane in each period respectively; wherein the first lane and the second lane have different lane directions;

[0150] For any lane, the number of delayed vehicles in each period is determined according to the over-vehicle data of the lane in each period and the lane distance; wherein any lane is the first lane or the second lane; the lane distance is the shortest distance from the lane to the exit lane corresponding to the lane; and the number of delayed vehicles represents the number of vehicles that generate multiple waiting traffic signal behaviors in the lane;

[0151] If the number of delayed vehicles of the first lane in a specified number of consecutive periods is less than a first threshold, and the number of delayed vehicles of the second lane in the specified number of consecutive periods is not less than a second threshold, the processor 142 is configured to output prompt information indicating that the first lane is to be rebuilt as the second lane; wherein the second threshold is greater than the first threshold.

[0152] In some possible embodiments, the over-vehicle data of any lane in any period includes the driving time of a plurality of target vehicles; any target vehicle is a vehicle that drives away from the lane in the period, and the driving time of any target vehicle represents the actual time consumed by the target vehicle from driving into the lane to reaching the exit lane corresponding to the lane;

[0153] The number of delayed vehicles of any lane in any period is determined by the following method:

[0154] According to the average speed of the vehicles driving on the lane in the period and the lane distance, the unobstructed time length of the lane in the period is determined; wherein if the driving time of a target vehicle is less than the unobstructed time length, it indicates that the target vehicle does not generate the behavior of waiting for a traffic signal during driving in the lane;

[0155] The number of delayed vehicles of the lane in the period is determined based on the driving time of each target vehicle and the unobstructed time length.

[0156] In some possible embodiments, the processor 142 is configured to perform the determination of the number of delayed vehicles of the lane in the period based on the driving time of each target vehicle and the unobstructed time length, by:

[0157] determining a time threshold according to the unobstructed time length and the period length of the period;

[0158] determining the number of delayed vehicles of the lane in the period according to the number of target vehicles whose driving time is greater than the time threshold

[0159] In some possible embodiments, the barrier-free duration is determined by the following formula:

[0160]

[0161] wherein, the barrier-free duration; L is the lane distance; is the average vehicle speed; characterizes the braking acceleration of the vehicle, characterizes the vehicle speed when the vehicle is in a stationary state, characterizes the time error when the vehicle is in a stationary state; and are preset values.

[0162] In some possible embodiments, before the outputting of the prompt information indicating that the first lane is to be reconstructed as a second lane, the processor 142 is further configured to:

[0163] determine that the lane saturation of the first lane in each period in which the number of delayed vehicles is less than a first threshold value is not greater than a third threshold value, and the lane saturation of the second lane in each period in which the number of delayed vehicles is not less than a second threshold value is not less than a fourth threshold value; the fourth threshold value is greater than the third threshold value.

[0164] wherein, the lane saturation of any lane in any period is determined according to the ratio of the actual number of vehicles passing through the lane in the period to the preset number of vehicles passing through the lane; the preset number of vehicles passing through the lane is determined according to the actual number of vehicles passing through the lane in multiple periods.

[0165] In some possible embodiments, before the outputting of the prompt information indicating that the first lane is to be reconstructed as a second lane, the processor 142 is further configured to:

[0166] determine that the target road section includes a plurality of first lanes.

[0167] The processor 142 is further configured to, if the target road section includes one first lane, output prompt information indicating that the second lane cannot meet the driving demand.

[0168] In some possible embodiments, before the outputting of the prompt information indicating that a preset number of first lanes are to be reconstructed as second lanes, the processor 142 is further configured to:

[0169] determine that the number of exit lanes corresponding to the second lane is not less than the number of second lanes plus one.

[0170] ​The processor 142 is further configured to output prompt information indicating that the second lane cannot meet the driving demand if the target road section comprises a first lane.

[0171] In some possible embodiments, each monitoring period of the first lane is a signal change period of a traffic signal at an exit lane corresponding to the first lane; and / or each monitoring period of the second lane is a signal change period of a traffic signal at an exit lane corresponding to the second lane.

[0172] The embodiments of the present application further provide a computer storage medium, which stores computer program instructions. When the instructions run on a computer, the computer is caused to execute the steps of the traffic signal control method.

[0173] Those skilled in the art should understand that the embodiments of the present application can be provided as a method, a system, or a computer program product. Therefore, the present application can take the form of an entirely hardware embodiment, an entirely software embodiment, or an embodiment combining software and hardware aspects. Moreover, the present application can take the form of a computer program product implemented on one or more computer-usable storage media (including, but not limited to, disk storage, CD-ROMs, optical storage devices, etc.) containing computer usable program code.

[0174] The present application is described with reference to the flowcharts and / or block diagrams of the method, device (system) and computer program product according to the present application. It should be understood that each flow and / or block in the flowcharts and / or block diagrams, and the combination of flows and / or blocks in the flowcharts and / or block diagrams can be implemented by computer program instructions. These computer program instructions can be provided to a processor 202 of a general-purpose computer, a special-purpose computer, an embedded processor, or other programmable data processing apparatus to produce a machine, so that the instructions executed by the processor 202 of the computer or other programmable data processing apparatus produce the functions specified in the flowcharts and / or block diagrams. Figure 1 The functions specified in a flow or multiple flows and / or blocks Figure 1 The functions specified in a flow or multiple flows and / or blocks

[0175] These computer program instructions can also be stored in a computer-readable memory that can direct the computer or other programmable data processing apparatus to work in a specific manner, so that the instructions stored in the computer-readable memory produce a manufactured product including instruction apparatus, which implements the functions specified in the flowcharts and / or block diagrams. Figure 1 The functions specified in a flow or multiple flows and / or blocks Figure 1 The functions specified in a flow or multiple flows and / or blocks

[0176] These computer program instructions can also be loaded into a computer or other programmable data processing devices, so that a series of operational steps are performed on the computer or other programmable data processing devices to generate computer-implemented processes, thus the instructions executed on the computer or other programmable data processing devices provide processes for implementing the functions specified in the flowchart Figure 1 one or more flows and / or blocks Figure 1 one or more blocks or steps of the functions specified in the flowchart

[0177] Obviously, those skilled in the art can make various modifications and variations to the present application without departing from the scope of the present application. Thus, if these modifications and variations of the present application belong to the scope of the claims of the present application and their equivalent technologies, the present application also intends to include these modifications and variations.

Claims

1. A multi-vehicle road segment detection method, characterized by, The method comprises: in response to detection indication, performing multi-period monitoring on the target section to obtain the passing vehicle data of the first lane and the second lane in each period respectively; wherein the lane directions of the first lane and the second lane are different; for any lane, determining the number of delayed passing vehicles in each period according to the passing vehicle data and the lane distance of the lane in each period; wherein the lane distance is the shortest distance from the lane to the exit lane corresponding to the lane; the number of delayed passing vehicles represents the number of vehicles that generate multiple waiting traffic signal behaviors in the lane; any lane is the first lane or the second lane; if the number of delayed passing vehicles of the first lane in a specified number of consecutive periods is less than a first threshold value, and the number of delayed passing vehicles of the second lane in the specified number of consecutive periods is not less than a second threshold value, output prompt information indicating to reconstruct the first lane into the second lane; wherein the second threshold value is greater than the first threshold value; the passing vehicle data of any lane in any period includes the driving time of multiple target vehicles; any target vehicle is a vehicle that drives away from the lane in the period, and the driving time of any target vehicle represents the actual time consumption of the target vehicle from driving into the lane to reaching the exit lane corresponding to the lane; the number of delayed passing vehicles of any lane in any period is determined by the following method: determine the unobstructed time of the lane in the period according to the average speed of the vehicle driving on the lane in the period and the lane distance; wherein if the driving time of a target vehicle is less than the unobstructed time, it indicates that the target vehicle does not generate the behavior of waiting for a traffic signal during driving in the lane; when the any lane is the first lane, the unobstructed time is taken as a time threshold value, and the number of delayed passing vehicles of the first lane in the period is determined according to the number of target vehicles whose driving time is greater than the time threshold value; when the any lane is the second lane, a time threshold value is determined according to the unobstructed time and the period length, and the number of delayed passing vehicles of the second lane in the period is determined according to the number of target vehicles whose driving time is greater than the time threshold value.

2. The method of claim 1, wherein, The unobstructed time is determined by the following formula: Wherein, t stop is the time length without obstacles; L is the lane distance; v1 is the average vehicle speed; characterizes the braking acceleration of the vehicle, v2 is a non-zero set value, characterizing the vehicle speed in the stationary state, t0 characterizes the time error in the stationary state of the vehicle; , v2 and t0 are all preset values.

3. The method of claim 1, wherein, Before the output prompt information indicating to reconstruct the first lane into the second lane, the method further comprises: determine that the lane saturation of the first lane in each period in which the number of delayed passing vehicles is less than the first threshold value is not greater than a third threshold value, and the lane saturation of the second lane in each period in which the number of delayed passing vehicles is not less than the second threshold value is not less than a fourth threshold value; the fourth threshold value is greater than the third threshold value; wherein the lane saturation of any lane in any period is determined according to the ratio of the actual passing vehicle number of the lane in the period to the preset passing vehicle number corresponding to the lane; the preset passing vehicle number is determined according to the actual passing vehicle number of the lane in multiple periods.

4. The method according to any one of claims 1 to 3, characterized in that, Before the output prompt information indicating to reconstruct the first lane into the second lane, the method further comprises: determine that the target section includes multiple first lanes; The method further comprises, if the target road section comprises a first lane, outputting prompt information indicating that the second lane cannot meet the driving demand.

5. The method according to any one of claims 1 to 3, characterized in that, Before the outputting of the prompt information indicating that the first lane is to be reconstructed as the second lane, the method further comprises: determining that the number of exit lanes corresponding to the second lane is not less than the number of the second lane plus one; The method further comprises, if the number of exit lanes corresponding to the second lane is less than the number of the second lane plus one, outputting prompt information indicating that the second lane cannot meet the driving demand.

6. The method of any one of claims 1-3, wherein, Each monitoring period of the first lane is a signal change period of a traffic signal at an exit lane corresponding to the first lane; and / or each monitoring period of the second lane is a signal change period of a traffic signal at an exit lane corresponding to the second lane.

7. An electronic device, comprising: The data transmission unit is configured to receive a detection instruction. The processor is configured to, in response to the detection instruction, monitor the target road section for multiple periods to obtain overpass data of the first lane and the second lane in each period; wherein the first lane and the second lane have different lane directions. For any lane, the number of delayed overpasses of the lane in each period is determined according to the overpass data of the lane in each period and a lane distance; wherein the lane distance is the shortest distance from the lane to an exit lane corresponding to the lane; the number of delayed overpasses represents the number of vehicles that generate multiple waiting traffic signal behaviors in the lane; any lane is the first lane or the second lane. If the number of delayed overpasses of the first lane in a specified number of consecutive periods is less than a first threshold value, and the number of delayed overpasses of the second lane in the specified number of consecutive periods is not less than a second threshold value, prompt information indicating that the first lane is to be reconstructed as the second lane is outputted; wherein the second threshold value is greater than the first threshold value; the overpass data of any lane in any period includes the driving time of a plurality of target vehicles; any target vehicle is a vehicle that drives away from the lane in the period; and the driving time of any target vehicle represents the actual time consumed by the target vehicle from driving into the lane to reaching an exit lane corresponding to the lane. The number of delayed overpasses of any lane in any period is determined by: determining the unobstructed time of the lane in the period according to the average speed of the vehicles driving on the lane in the period and the lane distance; wherein if the driving time of a target vehicle is less than the unobstructed time, it indicates that the target vehicle did not generate a waiting traffic signal behavior during driving in the lane; when the any lane is the first lane, the unobstructed time is taken as a time threshold value, and the number of delayed overpasses of the first lane in the period is determined according to the number of target vehicles whose driving time is greater than the time threshold value; when the any lane is the second lane, a time threshold value is determined according to the unobstructed time and the period length, and the number of delayed overpasses of the second lane in the period is determined according to the number of target vehicles whose driving time is greater than the time threshold value. ​ 8. A computer-readable storage medium, characterized in that, The computer readable storage medium stores a computer program, the computer program comprising program instructions, which when executed by a computer, cause the computer to perform the method of any one of claims 1-6.

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